Selectable grade and uniform net shoe force braking for railway freight vehicle

• US 5,785,392 A
• Filed: 04/15/1996
• Issued: 07/28/1998
• Est. Priority Date: 02/06/1996
• Status: Expired due to Term

• Current Assignee: Westinghouse Air Brake Technologies Corporation
• Original Assignee: Westinghouse Air Brake Technologies Corporation
• Inventors: Hart, James E.
• Primary Examiner(s): Poon, Peter M.
• Application Number:
  US08/630,075
• Time in Patent Office: 834 Days
• Field of Search: 303/7, 303/132, 303/20, 303/9, 303/9.66, 303/9.69, 303/22.6
• US Class Current: 303/7
• CPC Class Codes: B60T 13/665 the systems being specially adapted for transferring two or more command signals, e.g. railway systems B60T13/662 takes precedence
• CPC Class Codes: B60T 8/1893 especially adapted for railway vehicles
• CPC Class Codes: B60T 8/245 Longitudinal vehicle inclination

Abstract

A railway freight brake method and apparatus for operating vehicles in a freight train having a locomotive and a number of railway freight vehicles wherein the individual railway freight vehicles can be controlled in a grade descending mode. When desired, such as when the locomotive transmits a grade mode signal to the individual vehicles, the individual vehicles can brake to produce a generally uniform net shoe force on the wheels of the vehicles. The generally uniform net shoe force can be limited on each vehicle to a value or ratio, such as a percentage of net braking ratio of the given vehicle. On-board calculations can be done in a microprocessor to calculate the vehicle brake cylinder pressure corresponding to the desired net shoe force. This calculation can be done using car parameters stored on-board the vehicle.

Claims

1. Railway freight brake apparatus for operation on-board of rail vehicles in a train, such vehicles having a mechanical brake with friction brake shoes actuated by a pneumatic brake cylinder, and having a reservoir as a storage source of pressurized fluid, such apparatus comprising:

(a) brake signal receiver on-board such vehicle to receive a brake signal indicative of a desired braking level of such train;

(b) grade signal receiver on-board such vehicle to receive a grade signal indicative of operation in a grade mode on a descending grade;

(c) at least one valve to control the pressurization of such brake cylinder from such reservoir and the depressurization of such brake cylinder;

(d) processor to control said valve to supply such brake cylinder with pneumatic fluid from such reservoir and to exhaust such fluid to apply and release such mechanical brake in response to said brake signal; and

(e) said processor controlling said valve to supply such brake cylinder with pneumatic fluid from such reservoir in response to said grade signal so as to produce generally equal net shoe forces on such brake shoes among such vehicles.

2. The railway freight brake apparatus of claim 1 wherein said brake signal is indicative of a brake cylinder pressure for such train;

and wherein said generally equal net shoe forces are calculated by said processor.

3. The railway freight brake apparatus of claim 2 wherein said generally equal net shoe forces are limited by a pre-selected maximum value.

4. The railway freight brake apparatus of claim 3 wherein said pre-selected maximum value is that value of net shoe force which generally equates to a net braking ratio generally equal to 0.25 for such vehicle.

5. The railway freight brake apparatus of claim 2 wherein said brake signal includes a brake signal having a value representative of a train net brake ratio.

6. The railway freight brake apparatus of claim 5 wherein said equal net shoe forces are calculated by said processor and is limited by a pre-selected value.

7. The railway freight brake apparatus of claim 1 wherein said processor calculates a brake cylinder pressure for such vehicle corresponding to said equal net shoe forces from data stored on-board said vehicle.

8. The railway freight brake apparatus of claim 7 wherein said processor calculates said brake cylinder pressure of such vehicle using said stored data representative of a general linear relationship between brake cylinder pressure of such vehicle and net shoe force of such vehicle.

9. The railway freight brake apparatus of claim 8 wherein said stored data includes the slope of a generally linear relationship between the brake cylinder pressure of such vehicle and the net shoe force of such vehicle and a value for the maximum brake cylinder pressure at zero net shoe force of such vehicle.

10. Railway freight brake apparatus for on-board operation of rail vehicles in a train, such vehicles having a mechanical brake with friction brake shoes actuated by a pneumatic brake cylinder, and having a reservoir as a source of pressurized fluid, such apparatus comprising:

(a) brake signal receiver on-board such vehicle to receive a brake signal indicative of a desired braking level of such vehicle;

(b) at least one valve to control the pressurization of such brake cylinder from such reservoir and the depressurization of such brake cylinder;

(c) processor to control said valve to supply such brake cylinder with pneumatic fluid from such reservoir to apply and release such mechanical brake in response to said brake signal; and

(d) said processor controlling said valve to supply said brake cylinder with fluid pressure from such reservoir and to exhaust such fluid so as to produce generally equal net shoe forces on such brake shoes among such vehicles.

11. The railway freight brake apparatus of claim 10 wherein said brake signal is indicative of a brake cylinder pressure for such train;

and wherein said generally equal net shoe forces are calculated by said processor.

12. The railway freight brake apparatus of claim 11 wherein said generally equal net shoe forces are limited by a pre-selected maximum value.

13. The railway freight brake apparatus of claim 12 wherein said pre-selected maximum value is that value of net shoe force which generally equates to a net braking ratio generally equal to 0.25 for such vehicle.

14. The railway freight brake apparatus of claim 11 wherein said brake signal includes a brake signal having a value representative of a train net brake ratio.

15. The railway freight brake apparatus of claim 14 wherein said equal net shoe forces are calculated by said processor and is limited by a pre-selected value.

16. The railway freight brake apparatus of claim 10 wherein said processor calculates a brake cylinder pressure for such vehicle corresponding to said equal net shoe forces from data stored on-board said vehicle.

17. The railway freight brake apparatus of claim 16 wherein said processor calculates said brake cylinder pressure of such vehicle using said stored data representative of a general linear relationship between brake cylinder pressure of such vehicle and net shoe force of such vehicle.

18. The railway freight brake apparatus of claim 17 wherein said stored data includes the slope of a generally linear relationship between the brake cylinder pressure of such vehicle and the net shoe force of such vehicle and a value for the maximum brake cylinder pressure at zero net shoe force of such vehicle.

19. A method of controlling the braking of vehicles in a train having at least one locomotive and a plurality of freight vehicles, such method comprising:

(a) transmitting from such locomotive a brake signal indicative of a desired braking level of such train;

(b) selectively transmitting a grade signal from said locomotive when said locomotive is descending a grade;

(c) receiving said brake signal and said grade signal on-board freight vehicles in said train;

(d) processing said signals on-board such freight vehicles to control pressurization and depressurization of brake cylinders to apply and release friction brake shoes on such vehicles; and

(e) controlling the brake cylinder pressure on such freight vehicle in response to receipt of a grade signal so as to provide generally equal forces on respective brake shoes among such freight vehicles.

20. The method of controlling the braking of vehicles in a train of claim 19 further comprising:

(a) calculating a brake cylinder pressure for such vehicles corresponding to said equal net shoe forces from data stored on-board said vehicles; and

(b) using said stored data representative of a generally linear relationship between brake cylinder pressure and net shoe force for respective ones of such vehicles for calculating said brake cylinder pressure.

21. The method of controlling the braking of vehicles in a train of claim 20 wherein calculating said brake cylinder pressure using a generally linear relationship includes using the slope of a generally linear relationship between said brake cylinder pressure of such vehicle and the net shoe force of such vehicle, and the maximum brake cylinder pressure at zero net shoe force of such vehicle for each of such vehicles in said train.

22. The method of controlling the braking of vehicles in a train of claim 19 wherein said transmitting and receiving a brake signal further includes transmitting and receiving a signal having a value representative of a train net brake ratio.

23. The method of controlling the braking of vehicles in a train of claim 19 wherein said transmitting of a brake signal and of a grade signal includes transmission of such signals by one of a fiber optic line connected between said vehicles, an electrical line connected between said vehicles, and radio transmission.